Rotary engine



A. J. OLSON ROTARY ENGINE June 2; 1942.

Filed July 23, 1941 2 Sheets-Sheet I INVENTVOR T GENE June 2, 1942. I OLSON 2,284,763

ROTARY ENGINE- Filed July 23, 1941 2 Sheets-Sheet 2 fi m INVENTOR Patented June 2, 1942 UNITED STATES PATENT. OFFICE Q ensues V ROTARY ENGINE v v Anton J. Olson, Huntington Park, Calif.

Application July 23, 1941, Serial No. 103,645

6 Claims. (01. 121-59) My invention relates to a rotary engine. and has particular reference to a rotary reciprocating engine wherein the reciprocation of the pistons is obtained by rotating the'cylinders synchronously with the crank shaft and about an axis eccentrically disposed relative to the axis of the crank shaft.

Rotary engines of the same general type as that to which my invention is directed are well known, one recent form of such engine being disclosed in the United States Patent 2,054,110, issued to W. 0. Worth.

All of the prior constructions are, however, characterized by certain disadvantages. For example, various and complicated linkage arrangements have been employed for maintaining synchronism between the two parts of the engine as they rotate about their respective centers. None of these mechanisms have been entirely satisfactory, being subject to rapid wear and requiring frequent adjustment or repair.

Similarly the valve mechanisms employed have been of complicated and expensive construction and were very apt to leak as'soon as the sealing surfaces became but slightly worn.

. It is, therefore, an object of my invention to provide a rotary engine construction which overcomes the above noted disadvantages and which includes a novel form of synchronizing connection between the two rotating parts of the engine.

It is also an object of myinvention to provide a rotary engine of the character set forth in the preceding paragraph which includes two cooperating structures rotatable about laterally spaced axes and in which a geared interconnec-,

tion is employed to maintain synchronism between the structures.

It is a still further object of my invention to provide a rotary engine of the character set forth in the preceding paragraphs which in-' cludes a novel valve arrangement for timing the admission and exhaust of the power fluid to and from the cylinders.

It is an additionalobject of my provide a rotary, engine of the character set invention to I forth in the preceding paragraph in which the valve is so constructed and. arranged as to permit changing the direction of rotation of the engine and the controlling of the speed and power of the engine in each direction of rotation.

Other objects and advantages of my invention will be apparent from a study of the following specifications, read in connection with the accompanying drawings, wherein:

' Fig. l is a perspective view illustrating the general form and appearance of the preferred embodiment of my invention;

Fig. 2 is a longitudinal sectional view of the engine illustrated in Fig. l; i

Fig. 3 is a fragmentary sectional view taken substantially along the line III- -III of Fig. 2' to illustrate the details of construction of a gear type of synchronizing connection;

Fig. 4 is a cross sectional view taken substantially along the lineIV-IV of Fig. 2; g

Fig. 5 is an enlarged fragmentary sectional view taken in the same plane as Fig. 2 but illustrating additionaldetails of construction of the valve mechanism;

Fig. 6 is a fragmentary sectionalview taken substantially along the line VI-VI of Fig. 5 with the valve parts shown in the position to produce rotation of the engine in one direction;

Fig. '7 is a View similar to Fig. 6 but illustrating the relativedisposition of the valve parts the opposite direction; and

Fig. 8 is a view'similar to Fig. 7 but illustrat ing the manner in which the valve parts may be moved to control the speed of rotation of the device. Referring to the drawings, I have illustrated in Fig. 1 the preferred embodiment of my invention as, including ahousing I having a tubular extension 2 formed thereon and serving to journal required to produce a rotation of the engine in:

a power take-off shaft 3 from which power may be taken off as by means of a pulley and belt arrangement 4-5 or other suitable power trans- I mitting mechanism.

The housingl may also be provided with suitable feet 6 and by means of which the engine may be secured to a suitable supporting struc ture. The housing I is also fitted with a removable closuremember 18 which in turn supports v an axially extending boss 9 carrying at its outer enda control mechanism'lll for controlling the direction of rotation of the engine and a related control mechanism II which may be employed to control the speed and/or power out-put of the engine.

The engine which I have illustrated herein is adapted particularly for use as an expansion engine operating to convert the energy of a compressed or heated gas such as compressed carbon dioxide, compressed air or steam into mechanical power. The device accordingly includes aninlet connection l2 by means of which high pressure fluid may be supplied to the engine and an 'exhaust I3 from which the fluid may be expelled after the energy thereof has been extracted.

As is illustrated in detail in Figs. 2 and 4, the housing extension portion 2 is cylindrical in form and serves to house a pair of spaced bearing members I4 and I5 within which the power takeoff crank shaft 3 is journaled. The inner end of the crank shaft 3 is pivotally attached to a plurality of connecting rods l6 which carry on their outermostends pistons I! adapted to be reciprocated within cylinders I8.

The pivotal connection of the connecting rods I6 to the crank shaft 3 may be effected by providing each of the connecting rods I5 with a transversely extending pivot member I9, each of the pivot members I9 being received in axially extending bores formed in the end of the crank shaft 3 and being locked therein as by means of a lock ring 20. A ball and socket construction 2I may be employed to secure the outer end of r the, connecting rod I6 to the piston H to permit oscillation of the rods relative to the axis of the cylinders I8. 7

Each of the cylinders I8 is preferably mounted upon a ring-like supporting structure 22, this structure being provided with suitable radially disposed apertures through which each of the cylinder assemblies is extended. Each of the cylinder assemblies I8- ispreferably inserted into the cylinder receiving apertures 23 from the inside of the ring 22 so asto bring a shoulder 24 which is formed on the innermost end of the cylinders I8 into engagement with the inner surface of the ring 22 and hold the cylinders in their proper positions.

The ring member 22 may be attached by suitable securing means 24' to a plate-like supporting member 25 which is suitably attached to or formed integrally with a tubular supporting shaft 28 journaled-for rotation in the rearwardly extending boss 9 as by means of ball bearings 21 and 28. Theaxis of the shaft 26 is extended parallel to the axis ofthe crank shaft 3 but is radially offset relative thereto by an amount equal to the stroke desired to be imparted to each of the pistons I I. With this arrangement, if the ring 22 and the crank shaft 3 are rotated. synchronously, the pistons I! will be caused to reciprocate within the cylinders I8.

This;synchronous rotation of the crankshaft 3 and the cylinder supporting ring 22 may be effected by means of a geared connection-such as that illustrated in Fig. 2 and particularly in Fig. 3. This geared interconnection includes a plate member 29 which is secured to the shaft 3 so as to be rotated therewith andserving to support a spur gear 30 which may be secured as by means of rivets 3| to the plate 29. Similarly an apertured plate member 32 is secured to the ring member 22 and serves to support a ring 'gear 33which may be secured to the plate 32 'as by means of rivets 34 or other attaching means. The spur gear 30' and the ring gear 33' are, of course, eccentrically disposed, the former being coaxial with the shaft 3 and the latter being coaxial with the tubular shaft 26.

Between the plates 29 and 32 and'encircling bothof the gears 30 and 33 I position an internal gear 35. This gear is completely floating, being heldagainst axial movement solely by the plates 29 and 32 and being held against transverse movement solely by its meshing engagement with the gears 30 and 33. The ring gear 35 thus serves to drivably inter-engage the gears 30 and 33and a ground or so forces. the crankshafts to rotate in'syn- 75 of fluid passages 38 which are formed in the sup- I porting plate structure 25, there being provided one of the passages 38 for each of the cylinders The passages 38 are each connected to their associated cylinder by means of a short length of tubing 39, one end of which is secured to the supporting plate 25 and the other of which is secured to an elbow member 40. The elbow member 40 is secured to the cylinder IB as by means of a machine screw 4| in a position affording a fluid intercommunication between the tubing 39 and; a cylinder port 42.

Th valve structure 31 serves also to connect each of the passages 38 in succession to an exhaust space 43 which is defined by a tubular member 44 disposed Within the tubular shaft 26 and surrounding the tubular supply line 36. The innermost end of the member 44 is held concentric relative to the tubular shaft 26, as by means of a bushing 45 interposed between these members. Similarly the innermost end of the supply line 36 may be held concentrically. disposed with respect to the member- 44 as by providing on the member 36 a plurality of radially extending fins 4'! (see Fig. 6) adapted to engage the inner surface of the member 44.

The outermost end of the member 36 is closed as .by a, suitable closure 48 and a laterally disposed opening 49 is provided in a position to communicate with a recess 50 which is formed on the inner surface of a coupling member 5I. The coupling member 5| is attached to the inlet line I2 to provide a communication between the line I2 and the recess 50. Fluid leakage between the exterior of the inlet member 36 and the coupling 5|,may be prevented by any suitable form of packing means, although I have found that a suitable seal may be effected by providing a, lapped or ground fit between the coacting surfaces of the members 36 and 5|.

A similar construction may be employed for providing a communication between the exhaust line I3 and the exhaust passage space 43. Accordingly, the outermost end' of the member 44 is thickened as indicated at 52 and provided with lapped fit with the exterior surface of the member 36. The member 44 is provided with a laterally positioned aperture 53 communicating with a recess 54 formed on the inner'surface of a coupling member 55, the coupling member 55 being attached to the exhaust line [3 in such manner that the. exhaustline communicates with the recess 54.,

The coupling member 55 is preferably held stationary as b providingon the member a pair of ears 5.6 which are positioned between lugs 51, formed on the end of the boss-like housing extension 9. To the, outermost end of the coupling member 55 I secure a quadrant 58 which carries apair of outwafdly, directed projections 59 and 60 adaptedto coalct with a handle portion BL-of the control. lever I0. and hold the control l'everagainst return movementyvhenever the lever is moved beyond either of the projections,

60. The shaft portion 6Ilof the lever control) is secured to the member 44 so that the member 44 may be rotated through a part of a revolution by moving the control lever Ill from one of its positions to the other. I I l i n 1 Similarly, the outermost end of the member 44 supports a quadrant62 which maycarry a plurality of projections 63 adapted to coact with a shaft portion 64 of the controllever Hnto hold the control lever l l in such position as itmay be placed. The control lever ll issecured to the inner member 35 so that the angular position of this member relative to the sleevemember 44 may be adjusted at will.

As is clearly shown in Figs. 5 and 6, the supporting plate member 25 is-provided with an axially extending counter-bore 65 adaptedto enclose and support the valve mechanism 31, This mechanism includes a disk-like member 66 which is formed integrally with or secured to the innermost end of the tubular member 44. The disklike member 66 is provided with a radially disposed aperture 61 which communicates between the interior of the tubular member 44 and a recess 68 which is disposed in a position to communicate in succession with ports 59 comprising axial extensions of the passages 38.

In a position diametrically opposed to the recess 68 the plate member 66 is provided with a plurality of slot-like apertures 10, these apertures being substantially rectangular in form and being spaced circumferentially of each other about a portion of theperiphery of the flange member 66. These apertures I]! serve as in e ports and are disposed in a position to be selectively registered with an arcuate opening 1| which is formed in a head member 12 secured to the innermost end of the inner tubular member 36. The head member 12 is preferably recessed as indicated at l3 to provide a fluid intercommunication between the apertures 'H and the passage defined by the tubular member 36. The recess or opening 13 is closed by a cap 14 formed of phosphor-bronze or other spring material, the cap 14 being secured to the head mem- This entire assembly may beheld in the axial positions illustrated in Fig. 5.by means of a cap member 15 threadedly engaged with the plate member as by means of suitable threads formed on the interior of the counter-bore 65, the cap member 15 being screwed inwardly until it bears against the outer face of the spring-like closure 14. The cap member I5 thus serves to urge the flange member 12 and the flange member 66 into engagement with an inner seat member 16 mounted in the bottom of the counterbore 65 and formed of bronze or other suitable material. Each of the coactingsurfaces; i. e., the surface between the flange 66 and the seat 16 and also the surface between the heads 12 and 66, are lapped together or ground to provide a fluid seal at these junctions.

Fig. 6 illustrates the relative positioning of the above described parts for producing a rotation of the engine in the direction indicated by arrow 11 in Fig. 6. As is illustrated in this figure, that one of the ports 69 which is disposed in a position coresponding to the top dead center position of the piston and cylinder assembly with-which it is associated is identified by reference character 69a. It will .benotedthat the disk-like member 66 is disposed in a position'aligning the ber 12 as by soldering or other suitable means.

first of the apertures 10 with theport 69a and that the arcuate aperture II which is formed in the head member 12 is disposed ina position corresponding to the position of the aperture 10.

Thus, high pressure fluid admitted through the interior of the inlet member 36 is conveyed to the opening 13 which isformed in the head member 12, from thence through the arcuate aperture H and the slot-like aperture 10 to the port 69a, so as to supply fluid pressure tothe piston immediately after it passes its top dead center position. The pressure of the fluid thus applied to the piston serves to cause further rotation of the engine in the direction indicated by the arrow 11.

When the engine has rotated sufficiently to.

bring the port 69a to its bottom dead center position, a position diametrically opposite to that illustrated in Fig. 6 and corresponding to the completion of the stroke of the piston with which the port 69a is associated, communication will be established between the port 69a and the arcuate recess 68 which is formed in the plate-like member 66, thus establishing an exhaust intercommunication between the port 69a and the exhaust space 43 disposed between the members 36 and 44.

It will be observed that as the engine rotates, each of the ports 69 pass successively from one of the previously described positions to the other sothat fluid is admitted to each of the cylinders at the time the pistons therein have been moved to their upper stroke limit, this fluid being exhausted during the return stroke of the piston from its downwardmost position back to the top dead center position.

By merely moving the control lever 10 from the position illustrated in Fig. l to a position disposing the shaft portion 6| thereof behind the lug 60, the valve parts will be moved from the position illustrated in Fig. 6 to the position illustrated in Fig. 7. 7

Attention is directed to the fact that by so moving the control lever Ill, the control lever H is also moved therewith so that the angular position of the head members 12 relative to the plate member 66 remains the same as previously described and that movement of the control lever [0 serves only to change the position of both of these members relative tothe ports 69.

It will be noted that with the parts in the positions illustrated in Fig. 7, the port 6901. will register with the first of the apertures 10 just after the piston has reached its top dead center position when the engine is rotating in the opposite direction as indicated by arrow 18. Thus, the direction of rotation of the engine is reversed.

Fig. 8 illustrates the effect of moving the control lever II when the engine is rotating in the direction illustrated in Fig. '7. It will be noted that the position of the apertures 10 and the position of the arcuate recess 68 remains unchanged but that movement of the control lever II has caused the arcuate opening II associated with the head member 12 to be angularly shifted. Thus, a part of the openings 10 are covered so that the fluid passage between the interior of the tubular member 36 and the port 69 is correspondingly restricted. This serves to throttle the supply line and will, of course, effect a reduction in speed and/or power out-put of the device.

Attention is directed particularly to the employment of the spring-like closure 14 which operates to maintain sufficient pressure upon the sealing surfaces'to prevent fluid leakage through these surfaces. The clear space within the counter-bore 65 is preferably vented to the interior of the crank case .by means of a vent l9.

Fluid pressureapplied to the interior space 13 through the tubular member 36 tends to bulge the spring-like closure member 14. outwardly. Outward movement-of the closure 14 is prevented by its, engagement with the cap 15 so that the tendency of the closure 14 to bulge outwardly produces an inwardly directed force which. is applied to the head memberl'Z and serves to provide an increased pressure engagement at the sealing surfaces between the head member 12 and the plate-like member 66 and between the plate-like member 66; and the seat. 16. If the pressure which is applied to the system through the tubular member 36 is increased, the sealing pressure is. correspondingly increased so that once the cap member 15 is tightened sufficiently to prevent leakage at relativelylow pressures, the device will adequately withstand substantially higher pressures without. leaking. Furthermore, wear of the sealing surfaces does not destroy the seal at such surfaces for the reason that the spring-like closure 14 operates to maintain a continual pressure engagement at these sealing surfaces. a

If desired, sealingand sealing of the valve surfaces at low operating pressures may be insured by interposing a compression spring between the closure 14 and the cap 1.5.

While I have described, the rotary engine of my invention as being operated by a pressure fluid such as steam, compressed air or carbon dioxide or other compressed gas, it will be apparent tothose skilled in this art. that the engine may be used as an internal combustion engine by adding the conventional ignition system and employing the valve mechanism 31 to control the admission of a combustible mixture such as gasoline and air to the cylinders and to control the exhaust of the burned gases.

From the foregoing it will be observed that I have provided a novel rotary engine construction which is characterized particularly by the employment of a'novel gear arrangement for maintaining synchronous rotation between the two rotating parts of the engine.

Attention is alsodirected to the fact that I have in my construction extended the connecting rods l6 inwardly intoengagement with the.

crank shaft 3 in contra-distinction to previous constructions wherein the open ends of the cylinders were directed outwardly. and the outer ends of the outwardly extended connecting rods were connected to an encircling ring member which was securedto the crank shaft. By'adopting-the form of construction illustrated herein I have been able to materially reduce the inertia of the device so as-to provide for a faster action in response to changing of the controls and have also been able to materially reduce the weight and size of the device.

The valve mechanism illustrated. herein provides for the control of the direction of rotation of the engine and the speed and/ or power output of the engine in either direction of rotation. As has been previously stated, the sealing surfaces of the valve assemblies are'continually urged into sealing relationship with each other so that reasonable amounts of wear will not produce leakage at these sealing surfaces.

Furthermore, the device is automatically selfcompensating for pressure; changes. with theresult that increases in operating pressure do not tend to produce leakage at the valve surfaces.

While I have shown and described the pre-. ferred embodiment of my invention, I do not desire to be limited to any of the details of construction shown or described herein, except as defined in the appended claims.

I claim: I a

1'. In a rotary engine employing a plurality of cylinders with pistons reciprocal therein, a valve construction comprising: a rotatable member defining a plane surface disposed normal to the axis of rotation of said member and having fluid ports therein communicating with each of said cylinders; a stationary member defining an inwardly directed plane face engaging said plane surface and having a fluid passage formed therein and terminating'in an opening in said plane face in a position to communicate with each of said ports in succession as said rotatable member rotates; a diaphragm formed of resilient material carried by said stationary member in a position to define an outwardly facing surface disposed in substantial parallelism with said plane face, said diaphragm being exposed to the pressure of fluid in said passage and expansible outwardly thereby; and means on said rotatable member engaging the outer surface of said diaphragm, whereby outward expansion of said diaphragm urges the plane face of said stationary member into pressure sealing engagement with the plane surface of said rotatable member.

2. In a rotary engine, the combination of a cylinder support having a plurality of axially directed ports formed therein; a hollow shaft mounting said support for rotation; a plurality of circumferentially spaced cylinders carried by said support; means establishing a fluid communication between each of said cylinders and a different one of said ports, said ports being spaced circumferentially of each otherv and equidistant from the axis of said hollow shaft; a normally stationary tubular member in said hollow shaft; a normally stationary conduit in said tubular member comprising an inlet passage and defining an annular exhaust passage between said conduit and said tubular member; a flange member on said tubular member having a radial face bearing against said cylinder support, said flange member having a passage formed therein communicating between said exhaust passage and the face of said flange member at a point positioned to be aligned with said ports, said flange member also having an aperture extended axially therethrough in a position to be aligned with said ports; a head member on said conduit having a radial surface bearing against said flange member, said head member having a passage formed therein communicating between said inlet passage and the surface of said head member at a point positioned to be aligned with said aperture; means mounting said conduit for angular shifting movement relative to said tubular member about the axis of said hollow shaft; and means mounting said tubular member for angular shifting movement of both said tubular member and sa d conduit about the axis of said hollow shaft.

3. In a rotary engine including a crank shaft and a cylinder support mounted for rotary movement about parallel laterally offset axes, a synchronizing tie between-said crank shaft and said support comprising a gear mounted on said crank shaft concentrically therewith; another gear mounted on said support concentrically with the chronizing tie between said crank shaft and said support comprising a gear mounted on said crank shaft concentrically therewith; another gear mounted on said supportconcentrically with the axis of rotation thereof, said gears being of equal diameter and disposed adjacent each other; and a ring gear having internal gear teeth formed therein surroundingboth of said aforementioned gears and drivably inter-engaging said gears at diametrically opposed points.

posed plate mounted on said support concentrically with the axis of rotation thereof and in proximity to said first mentioned plate; another gear having a diameter less than that of said other plate secured to said other plate concentrically therewith and adjacent said first mentioned ear, said gears being of equal diameter; and a ring gear having internal gear teeth formed therein surrounding and inter-engaging both of said aforementioned gears and extending axially between said plates, said ring gear being supported solely by engagement with said afore-- mentioned gears and with said plates.

6. In a rotary engine construction, a cylinder support journaled for rotation; a plurality of radially disposed cylinders carried by said support in circumferentially spaced relation to each other; a crank shaft j-ournaled for rotation synchronously with said support about an axis dis- Posed parallel to and axially offset from the axis of rotation of said support; a piston. in each of said cylinders; and a connecting rod extended inwardly from each of said pistons into connection with said crank shaft. 7 I

ANTON J. OLSON. 

